Vaporizing apparatus for internal-combustion engines.



J. E. SMITH VAPORIZING APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED MAR. 31.1917.

Patented Oct. 30, 1917.

- 2 SHEETSSHEET 1.

J. E. SMITH.' VAPORIZING APPARATUS FOR INTERNAL COMBUSTION ENGINES-APPLICATION FILED MAR. 31. 19!]- Patented Oct. 30,1917.

2 SHEETS-$HEET 2- All it UNITED STATES. PATENT OFFICE.

JOHN E. $MIT H, OF NEW YORK, N. Y., ASSIGN OB T0 KEROSENE MOTORAPPLIANCE (10.,

0F NEV YORK, N. Y A. COBPGRATION 0F IDELAVVARE.

vnronxzmo uranuus eon INTERNAL-COMBUSTION nnomns.

Specification of Letters Patent.

Patented Oct. 30, 1917,

Application filed March 31, 1917- Seiial No. 158,922

To all whom it may concern:

" Be it known that 1, JOHN E. SMITH, a citizen of the: United States,residing at the city of New Yorln county of New York, and Eitatc of NewYork, have invented certain new and useful Improvements in Vaporizprovedzipperatus for use in connectionwitlfi internal explosion or combustionengineswhereby liquid fuels, such as kerosene or giisolene, alcohol, orthe like" may be em played;

The main object of the invention is to provide an apparatus whereinliquid fuels gbnerally, such as kerosene or other hydrocarbon fuel, ordenatured alcohol, may be utilized to their fullest extent, andso.vaporized that they may be led directly to the engine cylinder orcylinders. and there exploded or consumed as vapor to effect work.-

A furl-her object of the invention is to. provide an apparatus whereinkerosene or other. liquid fuel may be transformed/into a vapor so thatit 'ntillnot deposit the'ccrhon eitherin or upon the'he ater in which itis vaporized, or in or upon the working parts of the engine.

A still further object of the invention is to providean apparatuswhereby the em hanst gases ofthe engine may be utilized to heat thekerosene or other fuel, and: to so regulate the heating of. the inclthat the apparatus will deliver to the workingspace of the engine-theproper quantity of -fiuel to meetthe needsoofthe engine under very-mg orchan ing GOIldltlflIlS of load.

The

especial reference to kerosene as a fuel, and

in this connection I would: say that the methodiand apparatus herein setforth and "nexed drawings, wherein:

described: are the some, irrespective: of the pontieular 'filel:emtfiloyed. One form, of up; aratus wherehy e invention. may be uti l zdi nd; carmede mt isxshown in. the, our

liigure l; is. a side elevation thereofi; Fig. 2=.a. nautical-transverseSGQCIOIIELFVIBW ofr the 'apparctus takenlon the line 2'2' oi ollowingdescription is. made with Fig. a perspective view of a portion of lheappiiratus, the parts being separated to more clearly show theheat-transferring rl'um'iher wherein. the kerosene is vaporized; and

Fig. 1i 2]. horizontal sectional, view of the hollow chamber in which.the heater isiinclosed, and designed to show more particulurly thebypass passage for the exhaust and the valve controlling the some, bywhich the varying con itions of the term pernture of the outside air oratmosphere may he provided for.

' Referring to the drawings, 1 denotes genemliv a carburetor of'anyapproved type htSClTWlJlGI) to which the kerosene (instead of gnsolene)is passed through a pipe 2', the main supply of passingin throu h a pipe3 while the auxiliary supply ogcir passes in through an auxili-(rryvalve 4; which is adjustable, so that the amount 0 air passing in may bedetermined and regulatcd to meet varying conditions. 5 is the needlevalve regulator. v

v The carburetor is connected at its up er end to the lower portionOrend of a hol ow chamber or casing, designated as a whole by 6, and inwhich is mounted what may be termed the va'porizer, hereinafter setforth in detail, through which the mingled air and kerosene pass; Uponthe upper end of the chnmher 6 is secured c hollow heador casting 7, towhich in turn connected the manifold 8, openin into valve chambers orworking spaces 0 the motor cylinders Said'hewil is provided at itsopposite end with an auxiliary air intake 9 adjustable through stem10,-serving, when necessaryfio admit air to the vaporized kerosene, theair preferably being discharged into the gas at an angle to the flowthereof so as. to cause, a thorough intermingling of the gas and airprior to its discharge into the manifoldB.

A valve-controlled gasolene feed pipe 11 opens into the hood 7 and fromwhich gaso- 1100 Secured to one of: the side Walls 06 chain chamber 6,in line with an: opening; therein is the exhaust manifold 13, whileconnected to an opening formed in the opposite sideisdischarge pipe 14fort-he exhaust gases.

The vaporizer proper or heats-transfix d (1 1.1g

vice, which preferably a unitary structure and which may be. bodilyinserted into and fremoved from the chamber 6, is preferably formed froma series of superposed metallic tubes arranged in separated tiers. Thetubes of one tier are laid one upon the other, and the adjacent tiersare separated from each other, as by wires, one at each end, the

tube ends and wires being soldered, dipped or sweated together to form agas-tight union between the parts. There is thus formed a series ofrelatively long passages register with the passages 15. One side of thechamber 6 takes the form of a removable cover 19, which admits of theready insertion and removal of the gasifier as an enti'rety.

The tubes are preferably formed of copper or other metal having a highdegree of conductivity and capable of withstanding the corrosive actionof the exhaust gases. In practice the metal of the tubes has been of5/1000 inch-thickness, and the tubes of 5/16 inch outside measurement.The chan ncls are approximately one-eighth inch in width, such dimensionbeing determined by the spacing wires above referred to inserted betweenthe various tiers of tubes. The

length of the passages 15, that is, the dis tance from the bottom plate17 to the top plate 18, is dependent upon several conchtions; primarily,the thickness of the walls, and the width of the passages. The thirddimension, that is, the breadth or measure ment from edgeto edge of thepassage, is immaterial, except as the structure may be de signed forlarger or smaller motors or engines. Such dimensions are not stated byway of limitation, but merely for the purpose of explanation, as I havesuccessfully practised my method with an apparatus constructed inaccordance with such details. Furthermore, as will be readilyappreciated, the vaporizer element may be constructed in various ways,so long as care is taken to have the passages, as 15, of such size thatthe kerosene will be heated to substantially the same temperaturethroughout.

As will be seen upon reference to Figs. 2 and 4, the casting or chamber6 may be provided with a by-pass passage 20, which opens at one end intothe housing or chamber 6 adjacent the intake manifold 13. It then passesaround the'side of the casting or chamber and again discharges into itadjacent the exit to which the pipe 14 is connected. Avalve 21, mountedupon a stem 22, to which maybe attached a control lever (not shown) isemployed to control the passage of the exhaust gasesthrough the by-pass.When in the full-line position, shown in Fig. 4, all of the exhaustgases pass in a direct path through chamber 6 and the containedvaporizer. but when the valve is thrown to the dotted-line position insaid figure, a portion of the spent gases is deflected from thevaporizer and caused to pass through the by-pass, and consequently thevaporizer will not become as hot as when the entire volume of exhaustgases passes therethrough.

In the utilization of vaporized kerosene as a fuel, it is essential thatthe heat be so regulated and controlled that it is suiticiently high toconvert the'kerosene into a dry gas and yet at the same time thetemperature must not be so high asto crack the same; in other words, thetemperature must not exceed 350 C.

Another and most essential pointis that the ke'reosene must be heatedthrough and through, and it is found that by making the passages 15relatively narrow this is accomplished. Y

The mixed air and kerosene as it passes from the Venturi tube of thecarbureter may be said to be wet, that is, the particles of -oilaredistributed throughout the air and seouently quickheating of the oilparticies.

It is essential that the oil be completely vaporized so that nounvaporized kerosene may becarried into the cylinder (or cylinders);otherwise such. unvaporized particles would be cracked under the intenseheat obtaining in vthe cylinder, causing a deposition of carbon.

,Again, the thin walls prevent undue accumulation of heat, a point ofmanifest advantage; thus, for instance, where the engine has beenoperating under heavy load, as in the case of an automobile running uphill,

the walls will quickly cool up'on closing of the throttle, therebypreventing overheating of the gas and consequent cracking. The totalmass 'of. the Walls of the vaporizer must. however, be such that at lowthrottle there will be sufiicient heatpresent to insure vaporization,and this is provided for by llt) the tubular construction, as above setforth.

It is found in actual use of the structure as above set forth that thetemperatureof the-- gas as it passes through the manifold issubstantially constant, and this under varying conditions of load andspeed of the engine. Whlle the temperature of the exhaiist 1,345,120 I ra 5 8 gases may materially rise, as it does when the motor is runningfast, the coustruetion of the heat transl'er derive or vaporizer asabove set forth and the ii'ioreased-\'olun1e of mixed fuel and gas whiehis drawn there through 'ral'ise the temperatm-e of the fuel mixture toremain substantially constant.

'lf'he speed of travel oi." the kerosene through the gasilier has beentound upon a Ford machine to he approximately 186 feet per second at:ZUW'I revo utions per minute. The length ot'lrarel of the oil throughthe gasifier. or the lmgth of the passages 15, is in pro 'iortion to thethickness of the vvalls, the ividth of the passages antlthe-speed of theminor. 7

The operation of the apparatus is as ffol- I lows: To start the motor, asmall amount of grasolene ishdmitted through pipe 11. whichis thenclosed and maintained so. ln'nne di: tely the ei'lgintstarts air isdrawn into the carlmretor th rtmgh pipe 3. and .the-kero who is likewisedrawn up through the.

nozzle in the rarhureter. interiniugling with i the air and passing withthe air in the torm' of a spray or mist into the lower ends of thepassages 15. In going thrruiqh the passages the entire oil content issuh octed to a heat sutlieieutly high to ranstorm it into a dry vapor,and this Without cracking the 011;,

The volume of air and oil. passing tl'lrough any one channel IS soattenuated that each and every particle of oil will he subjected to thenecessary and requisite degreeof heat to trausfmrm it from a wet stateto a dry vapor.

The thinness ---of the Walls permits quick transfer of the heat fron thespent gases (passing through tubes 16} to the air and oil, which mixtureis heated evenly, or sub-- stantially so, throughout, .ln anyevenh. it

is found in actual use that the vapor thus produced is highly ellieientand there is a ininiuunn deposit of earhon in. the, engine 0y] i h(lers.

The apparatus is normally, designed to operate in cold'weather; that is,the gasifier isso proportioned as to size and the number of tubes thatthe proper e ehange of heat from the exhaust gases through the walls ofthe tubes is such as to effect proper vaporization of the fuel. VVhr-n.however, the; atimispherie tein ierature increases, 0r.he-

comes higher. the full voliu'ne of exh aust gases may-"not he needed,'at which time the valve will he opened to a greater or less r-xtvntandmore or less of the exhaust gases lay-passed around th gasifier. Thisarrangement-is not essential when kerosene is mnployed as the fuel, hutwill. he found advantageous when lighter fuels. suoh as gaso lemgareemployed.

The auxiliary air-inlet 9 is a precautionary measure, and its object isto insure a more thorough mixture of aii with the dry heated vapor, r

Vvhile I have set forth somewhat in detail which all the particles ofthe kerosene are transformed from the liquid to the dry vaporized orgaseous state, '1t is to be under 7 stood that such explanation isgivenaecording to my present understanding 0f the transformation, and Ido not desire to be limited thereby. Sullioe it to say that-theapparatus has been oomn'iercially tested out under all conditions ofweatherpand the motor control has been proven to be highly flexible andresponsive; in fact, more so than where thedsame car has been operatedundertheusual motor equipment-With gasolene as a fuel.

This application is, in part, a continuation of my copending applicationSerial No. 84,257, filed on or about March 15, 1916;

Having thus described my invention, what I ('lailu is: i

1. In a tuelrsupplying system for engines of the internal-eomlmstion orexplosive type, the combination of a casing; a vaporizer mounted in saidcasing, said vaporizer har- -in; thin walls and presenting apluralit-yof narrow spaces or passages for the flow of fuel therethrough, andwith. a series of relatively large passages for the flow of exhaustgases; 'means for supplying a mixture offuel and air to the fuelpassages; a conduit leading from the fuel passages of the vaporiZer tothe working space of the engine; and means for eonducting'the exhaustgases to the casing whereby the fuel content will be thoroughlyvaporized andmaintainedat a proper Working temperature under all workingconditions of the engine, irrespective of variations in the temperatureof. the

exhaust gases. I 4

2. In a fuel-supplying system for engines of the internal-comhustion orexplosive type; the combination of a easing having-an. inlet andanexhaust port-for exhaust gases'an'dlikewise having an inlet anddischarge: port for the fuel; a vaporizer for the fuel mounted in thecasing, said vaporized comprising a plurality of thinovalled metaltubes, :the metal whereof has a high degree of con- .ductivity,saidtubes-heing arranged in tiers, said tiers being'spacedapart toproduce'narrow passages therehctwen, and saidt-pas: sages beinginco'mmunication with'the inlet and discharge fuel portsaforesaid; aearl'mreter connected to the inlet fuel'por-t;' and means for conductingthe exhaust gases of the engine to the exhaust gas outletvport of thecasing whereby the fuel content will he thoroughly vaporized andmaintained at i a proper working temperature under all workingConditions of the engine, irrespective of variations in the temperatureof the exhaust gases. p

3. In a fuel-supplying system for engines of the internal-combustion orexplosive type,

a the combination of a casing, having an inlet and an exhaust port forexhaust gases and likewise having an inlet and discharge port for thefuel; a vaporizer for the fuel mount-.

ed in the casing, said vaporizer comprising a plurality of thin-Walledmetal tubes, angular in cross-section, the metal whereof has a highdegree of conductivity, said tubes being arranged in tiers, said tiersbeing spaced apart to produce narrow passages therebetween, and saidpassages being in communication with the inlet and discharge fuel-portsaforesaid; a carbureter connected to the inlet fuel port and means forconducting the exhaust gases of the engine to the exhaust gas inlet portof the casing -whereby the fuel content will be thoroughly -,vaporizedand maintained at a proper work- ;ing'temp'erature under all Workingconditions of the engine, irrespective of variations 1n the temperatureof the exhaust gases.

4. In a fuel supplying system for engines of the internal-combustion orexplosive type, a manifold for the exhaust gases leading from theengineya casing into which said- -manifold discharges; a vaporizer forthe fuellocated and housed within said casing, said vaporizer beingformed with a plurality of passages through which the exhaust gases passand likewise with a plurality of relahas tively narrow passages for thepassage of fuel,- the Walls of both sets of passages being formed ofthin metal having a high degree of conductivity; a carbureter connectedto the casing and discharginginto the same adjacent one end of the fuelpassages; and a manifold extending from the'casin ad jacent thedischarge ends of said fue -passages and leadin to the working space ofthe engine where y the fuel content will be thoroughly vaporized andmaintained at a proper working temperature under all Working conditionsof the engine, irrespective of variations in the temperature of theexhaust gases. a 5; In a fuel su plying system for engines of theinternal'combustion or explosive type, the combination'of a hollowcasing open at its upperand lower ends and having oppo= sitely-disposedinlet and exhaust, orts for latter will be heated through and through;

a'carbureter dischargin into one end of the casing; and a manifolextending from the opposite end of the. casing,

6. In a fuel supplying system for engines of the internal-combusti0norexplosive type, the combination of a hollow casing open at the top andbottom and along one side, and likewise having laterally-disposedopenings in its opposite sides; a vaporizer, comprisving a series ofthin-walled tubes arranged I in separated tiers, and a plate securedupon the upper and lower ends of said tiers, respeetively, and adaptedto bear upon the edges of thecasing when the vaporizer is inserted inthe casing; a cover plate closing upper open end of the casing; and adischarge pipe for the exhaust gases connected to one of the lateralopenings in the casing.

7. In an engine, a carbureter; and a heatinterchange device locatedbetween the carbureter and the engine intake, said device shaving aplurality of narrow passages'extendin therethrough in communication withthe car ureter and the intake of the engine, and a second series oflarger )assages through which the exhaust gases 0 the enginearedischarged, the walls between said passages being thin and formed ofmetal having a high degree of heat conductivity and the fuel passagesbeing so proportioned .that the fuel content of the mixture pass ingthereth-rough will be thoroughly vaporized and maintained at aproperworking temperature under all working conditions of the engine,irrespective .of variations in the, temperature of the exhaust gases. QIn testimony whereofI aliix my signature.

JOHN E. SMITH.

